JP6064179B2 - Temperature conditioning unit, temperature conditioning system, and vehicle equipped with temperature conditioning unit - Google Patents

Description

  The present invention relates to a temperature conditioning unit that temperature-tunes a temperature-controlled member, and a temperature-conditioning system including the temperature-conditioning unit. In particular, the present invention relates to a temperature-conditioning unit and a temperature-conditioning system for temperature-conditioning power storage devices, inverter devices, and the like that are mounted on vehicles such as electric vehicles and hybrid vehicles.

  Conventionally, there is a vehicle including a plurality of power sources such as a hybrid vehicle. Some vehicles equipped with a plurality of power sources are equipped with a secondary battery as one of the power sources. In a vehicle on which a secondary battery is mounted, cells included in the secondary battery generate heat due to charging and discharging.

  That is, the cell included in the secondary battery has an internal resistance inside the cell. In addition, if cells included in the secondary battery are connected to each other, contact resistance is generated at a connection portion included in the cell. A current for charging the cell and a current discharged from the cell are supplied to the cell having these electrical resistance components. When a current is passed through a cell having an electrical resistance component, the cell generates heat.

  By the way, in the secondary battery, the temperature greatly affects the life of the product. For example, the following contents can be considered as measures against temperature for the secondary battery. That is, during normal operation, a cell included in the secondary battery is required to secure a predetermined air volume in order to suppress a temperature rise. Further, during operation at an extremely low temperature, it is required to apply a predetermined amount of heat to the cells included in the secondary battery in order to exhibit the required capacity.

  Due to these temperature measures, the capacity of the secondary battery that can be supplied is calculated. In other words, the power supply system using the secondary battery can improve the output that can be supplied depending on these temperature countermeasures. Moreover, the power supply system using a secondary battery can reduce the number of cells required depending on these temperature countermeasures. In other words, temperature countermeasures are very important for secondary batteries.

  On the other hand, a vehicle as a moving means has a limited space. In general, in a vehicle in which a secondary battery is used, priority is given to the comfort of the passenger, the running performance of the vehicle, and the like. Therefore, in a vehicle in which a secondary battery is used, it is difficult to ensure a sufficient space for installing the secondary battery. Therefore, in a vehicle in which a secondary battery is used, an amount of secondary battery that can be installed in a given space is mounted.

  Usually, in a vehicle in which a secondary battery is used, air cooling means for forcibly cooling the secondary battery is used. In a vehicle in which a secondary battery is used, the temperature of the secondary battery is adjusted using air cooling means. As a matter of course, if the output density, which is energy that can be taken out per unit mass of the battery, is increased, the temperature adjustment unit that cools the secondary battery, which is a temperature-adjusted member, is required to have high output.

  When increasing the output of the temperature conditioning unit or the like, the temperature conditioning unit or the like tends to increase in size. On the other hand, as described above, miniaturization is required for members mounted on vehicles.

  As described above, a vehicle in which a secondary battery is used is required to achieve both high output of a temperature conditioning unit or the like, which causes an increase in size, and downsizing of a member mounted on the vehicle.

JP2013-104365A

Normally, in a vehicle for use is a secondary battery, cooling means for forcibly cooling the secondary battery is used. In a vehicle in which a secondary battery is used, the temperature of the secondary battery is adjusted using air cooling means. As a matter of course, if the output density, which is energy that can be taken out per unit mass of the battery, is increased, the temperature adjustment unit that cools the secondary battery, which is a temperature-adjusted member, is required to have high output .

When increasing the output power with respect to temperature conditioning unit or the like, they tend to increase in size such as temperature conditioning unit. On the other hand, as described above, miniaturization is required for members mounted on vehicles .

As this, the secondary battery is in the vehicle used is a factor in the size, and high output, such as a temperature conditioning unit, to achieve both reducing the size of the member to be mounted on the vehicle is determined.

  A temperature conditioning unit targeted by the present invention includes an impeller, an electric motor, a fan case, and a housing.

  The impeller has an impeller disk and a plurality of moving blades. The impeller disk includes a rotation shaft at the center. The impeller disk has a surface extending in a direction intersecting the rotation axis. The plurality of blades are extended in a direction along the rotation axis. The plurality of moving blades have a cross-sectional shape in a direction intersecting with the rotation axis in an arc shape that is convex toward the direction in which the impeller disk rotates. The plurality of moving blades include an inner peripheral end located on the rotating shaft side and an outer peripheral end positioned on the counter rotating shaft side.

  The electric motor includes a shaft. The electric motor transmits the rotation operation to the rotation shaft through the shaft.

  The fan case is configured to cover the impeller. The fan case has a side wall, an intake hole, a discharge hole, and a flow path. The side wall is formed along the rotation axis. The intake hole is located in the axial direction including the rotation shaft. The discharge hole is located on the side opposite to the intake hole with respect to the side wall in the direction along the rotation axis. When the impeller is rotated by the rotational motion transmitted from the electric motor, the flow path guides the air sucked from the intake hole and passed through the outer peripheral end from the inner peripheral end to the discharge hole along the side wall.

  The housing includes an outer surface to which the fan case is attached. The casing accommodates a temperature-controlled member.

The temperature conditioning unit, the temperature conditioning system, and the vehicle on which these are mounted according to the present invention can achieve temperature adjustment of a battery mounted on the vehicle while achieving downsizing, higher output, and higher efficiency .

FIG. 1A is a schematic diagram showing a temperature conditioning unit according to Embodiment 1 of the present invention. FIG. 1B is a perspective view showing the temperature conditioning unit according to Embodiment 1 of the present invention. 1C is an enlarged view of a main part of the temperature conditioning unit shown in FIG. 1A. FIG. 1D is a perspective view showing an impeller according to Embodiment 1 of the present invention. FIG. 1E is a perspective conceptual view showing a state where a shroud is removed from the impeller shown in FIG. 1D. FIG. 1F is an explanatory diagram illustrating an outline of the impeller according to the first embodiment of the present invention. FIG. 1G is an explanatory view illustrating a shroud included in the impeller shown in FIG. 1D. FIG. 2 is a schematic diagram showing another configuration example of the temperature conditioning unit according to Embodiment 1 of the present invention. FIG. 3 is a schematic diagram showing another configuration example of the temperature conditioning unit according to Embodiment 1 of the present invention. FIG. 4 is a schematic diagram showing another configuration example of the temperature conditioning unit according to Embodiment 1 of the present invention. FIG. 5 is a schematic diagram of a temperature conditioning unit in a comparative example compared with the present invention. FIG. 6A is a schematic diagram showing a temperature conditioning unit according to Embodiment 2 of the present invention. 6B is an enlarged view of a main part of the temperature conditioning unit shown in FIG. 6A. FIG. 7 is a graph showing efficiency characteristics regarding the impeller used in the temperature conditioning unit according to Embodiment 3 of the present invention and the impeller of the comparative example. FIG. 8 is a graph showing the relationship between the flow coefficient and the pressure coefficient characteristic regarding the impeller used in the temperature conditioning unit according to Embodiment 3 of the present invention and the impeller of the comparative example. FIG. 9A is an explanatory diagram showing a rotor blade shape of an impeller used in a temperature conditioning unit in a comparative example compared with the present invention. FIG. 9B is an explanatory diagram showing a rotor blade shape of an impeller used in the temperature conditioning unit according to Embodiment 3 of the present invention. 10A is an enlarged view of a main part of the moving blade shown in FIG. 9A. FIG. 10B is an enlarged view of a main part of the moving blade shown in FIG. 9B. FIG. 11 is a graph showing the relationship between the air volume and the wind pressure related to the impeller used in the temperature conditioning unit according to Embodiment 3 of the present invention and the impeller of the comparative example. FIG. 12 is a schematic diagram showing a temperature conditioning unit according to Embodiment 3 of the present invention. FIG. 13 is a schematic diagram showing another temperature conditioning unit according to Embodiment 3 of the present invention. FIG. 14 is a schematic diagram showing still another temperature conditioning unit according to Embodiment 3 of the present invention. FIG. 15A is a perspective view showing an impeller and a diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 15B is a front perspective view showing a diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 15C is a rear perspective view showing the diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 15D is an explanatory diagram showing a location where pressure fluctuation is measured for the diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 15E is a characteristic diagram showing the results of measuring pressure fluctuations for the diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 16 is a system configuration diagram showing an outline of the temperature conditioning system according to Embodiment 5 of the present invention. FIG. 17 is a system configuration diagram showing another outline of the temperature conditioning system according to Embodiment 5 of the present invention. FIG. 18 is a system configuration diagram showing still another outline of the temperature conditioning system according to Embodiment 5 of the present invention. FIG. 19 is a schematic diagram showing an outline of the vehicle in the fifth embodiment of the present invention. FIG. 20 is a schematic diagram showing another outline of the vehicle in the fifth embodiment of the present invention.

  The temperature conditioning unit according to the embodiment of the present invention can efficiently send wind to a housing in which components arranged at high density are housed in a configuration described later. The temperature conditioning unit according to the embodiment of the present invention is small and can be realized with a simple configuration.

  That is, the conventional temperature conditioning unit has the following improvements. That is, a centrifugal blower having a scroll casing is used for an in-vehicle air conditioner that is a conventional temperature conditioning unit shown in Patent Document 1 and the like. A centrifugal blower having a scroll casing requires a flow path formed in a predetermined straight line at the outlet portion of the scroll casing. Therefore, the distance from a centrifugal blower to a housing | casing becomes long with the conventional vehicle-mounted air conditioner. In other words, the conventional in-vehicle air conditioner requires a lot of space in order to install the in-vehicle air conditioner.

  Further, in the conventional vehicle-mounted air conditioner, the flow of air discharged from the impeller is biased to the outside of the side wall constituting the scroll casing. Therefore, the conventional in-vehicle air conditioner requires a rectifying mechanism such as a shunt duct in order to make the temperature distribution in the casing uniform. Conventional in-vehicle air conditioners require a rectifying mechanism, and thus it has been difficult to reduce the size. The impeller is also called a centrifugal fan.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The following embodiment is an example embodying the present invention, and does not limit the technical scope of the present invention.

(Embodiment 1)
FIG. 1A is a schematic diagram showing a temperature conditioning unit according to Embodiment 1 of the present invention. FIG. 1B is a perspective view showing the temperature conditioning unit according to Embodiment 1 of the present invention. 1C is an enlarged view of a main part of the temperature conditioning unit shown in FIG. 1A. FIG. 1D is a perspective view showing an impeller according to Embodiment 1 of the present invention. FIG. 1E is a perspective conceptual view showing a state where a shroud is removed from the impeller shown in FIG. 1D. FIG. 1F is an explanatory diagram illustrating an outline of the impeller according to the first embodiment of the present invention. FIG. 1G is an explanatory view illustrating a shroud included in the impeller shown in FIG. 1D.

  FIG. 2 is a schematic diagram showing another configuration example of the temperature conditioning unit according to Embodiment 1 of the present invention. FIG. 3 is a schematic diagram showing another configuration example of the temperature conditioning unit according to Embodiment 1 of the present invention. FIG. 4 is a schematic diagram showing another configuration example of the temperature conditioning unit according to Embodiment 1 of the present invention.

  Furthermore, FIG. 5 is a schematic diagram of a temperature conditioning unit in a comparative example compared with the present invention.

  As shown in FIGS. 1A and 1B, the temperature conditioning unit 10 according to the embodiment of the present invention includes an impeller 110, an electric motor 200, a fan case 120, and a housing 300.

  As shown in FIGS. 1D and 1E, the impeller 110 includes an impeller disk 112 and a plurality of moving blades 111.

  As shown in FIGS. 1C and 1F, the impeller disk 112 includes a rotation shaft 112a at the center. The impeller disk 112 has a surface extending in a direction intersecting the rotation axis 112a. The plurality of moving blades 111 are extended in a direction along the rotation axis 112a. As shown in FIG. 1F, the plurality of rotor blades 111 have an arc shape in which a cross-sectional shape in a direction intersecting the rotation shaft 112a is convex in a direction in which the impeller disk 112 rotates. The plurality of moving blades 111 include an inner peripheral end 111a located on the rotating shaft 112a side and an outer peripheral end 111b located on the counter rotating shaft side.

  As shown in FIGS. 1A and 1C, the electric motor 200 includes a shaft 210. The electric motor 200 transmits the rotation operation to the rotation shaft 112a via the shaft 210.

Fan case 120 is configured to cover impeller 110. The fan case 120 includes a side wall 121, an intake hole 122, a discharge hole 123, and a flow path 118. The side wall 121 is formed along the rotation axis 112a. The intake hole 122 is located in the direction of the axis 112b included in the rotation shaft 112a. The discharge hole 123 is located on the side opposite to the intake hole 122 with respect to the side wall 121 in the direction along the rotation axis 112a. When the impeller 110 is rotated by the rotation operation transmitted from the electric motor 200, the air drawn into the flow path 118 through the intake hole 122 and passed through the outer peripheral end 111 b from the inner peripheral end 111 a along the side wall 121. electrically either to the discharge hole 123 Te.

  In FIG. 1A and FIG. 1C, the air flow is indicated by an arrow with a reference numeral 301. The air flow 301 schematically shows the air flowing through the temperature conditioning unit 10.

  The housing 300 includes an outer surface 302 to which the fan case 120 is attached. The casing 300 houses therein a secondary battery 303 that is a temperature-controlled member.

  In particular, the following forms exhibit significant effects.

  That is, as illustrated in FIG. 1A, the housing 300 further includes an exhaust hole 125 that discharges air introduced into the housing 300 to the outside of the housing 300.

  As shown in FIG. 1C, the fan case 120 further includes an inner wall surface 120 a that constitutes a part of the flow path 118 and faces the impeller 110.

  The inner wall surface 120a has a curved portion 120b. In the curved portion 120b, an extended line 120f of a line connecting a portion 120e adjacent to the outer peripheral end portion 111b and an edge portion 123b of the discharge hole 123 intersects the shaft center 112b at an acute angle on the surface including the shaft center 112b. To bend. In addition, the curved part 120b should just be a wall surface from which the air discharged in the direction which cross | intersects the axial center 112b is guide | induced gently to the discharge hole 123. FIG. The curved part 120b is preferably a curved line that is concave from the fan case 120 toward the direction in which the impeller 110 is located on the surface including the axis 112b. In other words, the curved portion 120b is preferably a curve that is convex from the impeller 110 toward the direction in which the fan case 120 is located on the surface including the axis 112b. The curved portion 120b is formed on the inner wall surface 120a with a smooth curved surface in which unevenness is suppressed. The curved portion 120b formed with a smooth curved surface can suppress generation of turbulent flow, vortex flow, or the like in the air flow 301 discharged from the impeller.

  Further, when the fan case 120 is attached to the housing 300, the discharge hole 123 is located on a surface obtained by extending the outer surface 302.

In addition, as illustrated in FIG. 1D, the impeller 110 further includes a shroud 114. The shroud 114 is located on the opposite side of the impeller disk 112 with respect to the plurality of moving blades 111. As shown in FIGS. 1D and 1E, the shroud 114 is connected to an end portion 111c on the side opposite to the impeller disk included in each of the plurality of moving blades 111.

  The shroud 114 has an opening 111d at a position facing the intake hole (122). In the direction along the rotation axis (112a), the distance between the shroud 114 and the impeller disk 112 is shorter on the outer peripheral end 111b side than on the inner peripheral end 111a side.

  In particular, the secondary battery 303 which is a temperature-harmonized member includes an in-vehicle secondary battery.

  Furthermore, it demonstrates in detail using drawing.

  As shown in FIGS. 1A to 1C, the centrifugal blower 100 includes an impeller 110 and a fan case 120.

  In the impeller 110, a plurality of moving blades 111 are formed on a substantially disc-shaped impeller disk 112. The fan case 120 has a side wall 121 and an intake hole 122. The side wall 121 is a substantially cylindrical side surface extending in the direction of the axis 112b of the rotating shaft 112a included in the impeller 110. The intake hole 122 is located in the direction of the axis 112b. The intake hole 122 is opened in a circular shape centering on the axis 112b on a surface intersecting the direction of the axis 112b.

  The impeller 110 is connected to an electric motor 200 that is a rotational drive source via a shaft 210.

  2, 3, and 4, the centrifugal blower 100 can be fixed to the upper surface 302 a, the lower surface 302 b, the inclined surface 302 c, or the like of the housing 300.

  When the electric motor 200 that is a rotational drive source rotates, the impeller 110 rotates through the shaft 210. When the impeller 110 rotates, air flows from the air intake holes 122 formed in the fan case 120. The air flowing from the intake holes 122 is given energy by the moving blade 111. The air given energy from the moving blade 111 is discharged along the impeller disk 112 in a direction substantially orthogonal to the rotating shaft 112a.

  The direction of the air discharged from the impeller 110 is changed in the direction of the discharge hole 123 along the inner wall surface 120a of the fan case 120. The shape of the inner wall surface 120a of the fan case 120 is preferably a gentle curved surface so as not to block the air flow 301.

  The air discharged from the discharge holes 123 of the fan case 120 is supplied into the housing 300 as a substantially uniform air flow 301. The air flow 301 supplied into the housing 300 cools or heats the secondary battery 303 that is housed in the housing 300 and that is to be conditioned.

  After that, the air that has cooled or heated the secondary battery 303 that is the subject of temperature adjustment is discharged from the exhaust hole 125 provided in the housing 300. The exhaust hole 125 is one or a plurality of openings provided in any part of the housing 300 as appropriate.

  Further, a dustproof air filter may be added to the intake hole 122 and the exhaust hole 125. Furthermore, a dehumidifier may be attached to the intake hole 122 and the exhaust hole 125.

  Next, as illustrated in FIG. 1E, the impeller 110 includes an impeller disk 112 and a plurality of moving blades 111. The impeller disk 112 is formed in a substantially disc shape on a surface orthogonal to the rotation axis (112a). The rotating shaft (112a) is connected to the shaft (210) of the electric motor (200) which is a rotation driving source. The plurality of rotor blades 111 are formed on one surface of the impeller disk 112, which is located on the intake hole (122) side.

As shown in FIG. 1D, the impeller 110 according to the first embodiment has a shroud 114 in particular. The shroud 114 is attached so as to cover the end (111c) on the side opposite to the impeller disk included in each of the plurality of rotor blades 111 on the intake hole (122) side. The shroud 114 is an annular plate.

  As shown in FIG. 1G, the shape of the shroud 114 is funnel-shaped or tapered.

  More specifically, the shroud 114 has two openings in the direction of the axis 112b of the rotation shaft (112a). The opening 114a located on the intake hole (122) side is narrower than the opening 114b located on the impeller disk (112) side.

  The opening 114a and the opening 114b are coupled by a side surface 114c. In the first embodiment, the side surface 114c is curved so that the cross-sectional shape including the axis 112b is convex in the direction of the axis 112b. In addition, in order to obtain desired performance, the side surface 114c may have a straight cross-sectional shape including the axis 112b.

1. Comparison with Comparative Example Here, the temperature conditioning unit shown in the first embodiment and the temperature conditioning unit of the comparative example shown in FIG. 5 are compared. The temperature conditioning unit 1010 of the comparative example has a scroll casing 1120 that is also used in a conventional vehicle air conditioner.

  A forward fan 400 is attached inside the scroll casing 1120. The forward fan 400 is also referred to as a sirocco fan. The forward fan 400 discharges air sucked from the front of FIG. 5 toward the back in the circumferential direction of the forward fan 400. The air flow 301 discharged from the forward fan 400 flows along the side wall 1121 of the scroll casing 1120 to the discharge hole 1123.

  Furthermore, it demonstrates in detail.

  In a scroll casing 1120 shown as a comparative example, air discharged from the forward fan 400 is integrated in the circumferential direction. In the scroll casing 1120, the distance between the side wall 1121 and the rotating shaft 1112a gradually increases. Therefore, the air flow 301 discharged from the forward fan 400 is biased toward the outer peripheral surface 1121 a of the side wall 1121. Therefore, in order to make the air flow 301 supplied into the casing 310 uniform, it is necessary to attach a rectifying mechanism 1310 such as a duct 1311 inside the casing 310.

  However, the centrifugal blower 1100 using the forward fan 400 has a longer distance L from the center of gravity G of the centrifugal blower 1100 to the discharge hole 1123. Therefore, when attaching the centrifugal blower 1100 to the housing 310, the temperature harmony unit 1010 is unbalanced and unstable. Therefore, the temperature harmony unit 1010 may be fixed to surrounding members via the attachment portion 1124. In this case, since the attachment portion 1124 is adapted to the environment in which the temperature harmony unit 1010 is used, various shape changes have been required.

  In particular, when the rectifying mechanism 1310 is configured separately from the housing 310, it is necessary to consider the distance from the center of gravity G to the rectifying mechanism 1310. In general, the distance from the center of gravity G to the rectifying mechanism 1310 increases. Therefore, the balance of the temperature harmony unit becomes worse.

  On the other hand, as shown in FIG. 1A, according to the temperature conditioning unit 10 in the first embodiment, the air flow 301 discharged from the centrifugal blower 100 provides an air flow that is less biased with respect to the inside of the housing 300. it can. Therefore, the temperature of the secondary battery 303 that is a temperature-harmonized member housed in the housing 300 can be effectively adjusted without attaching a rectifying mechanism. Therefore, the temperature conditioning unit 10 according to the first embodiment does not require a rectifying mechanism such as a duct. That is, the temperature conditioning unit 10 according to the first embodiment can reduce pressure loss and friction loss in the air flow 301 that has conventionally occurred by attaching a rectifying mechanism. As a result, the temperature conditioning unit 10 according to the first embodiment increases the efficiency of the centrifugal blower 100, simplifies and downsizes the structure of the temperature conditioning unit 10, and reduces the components constituting the temperature conditioning unit 10. Cost reduction can be expected.

  Furthermore, the temperature harmony unit 10 in this Embodiment 1 can make the height H at the time of installing the centrifugal blower 100 low. The reason is due to the mounting direction of the centrifugal blower 100 with respect to the housing 300. That is, in the temperature conditioning unit 1010 shown in the comparative example, the rotating shaft 1112 a of the forward fan 400 intersects with the air flow 301 toward the discharge hole 123. Therefore, in the temperature conditioning unit 1010 shown in the comparative example, a space in which the diameter dimension of the forward fan 400 can be secured from the housing 310 to the outside is required.

  On the other hand, in the temperature conditioning unit 10 according to the first embodiment, the rotating shaft 112 a of the impeller 110 is in the same direction as the air flow 301 toward the discharge hole 123. Therefore, in the temperature conditioning unit 10 according to the first embodiment, it is only necessary to secure a space for the height dimension of the impeller 110 from the housing 300 to the outside.

As is clear from the above description, the temperature conditioning unit in the first embodiment can shorten the distance L from the center of gravity of the centrifugal blower to the housing. Moreover, since the temperature conditioning unit in this Embodiment 1 does not need to attach the duct for diffusing an airflow, it can fix a centrifugal blower to a housing | casing stably and directly. Therefore, the temperature harmony unit in this Embodiment 1 can be handled as an air conditioner which combined a centrifugal blower and a case together. Moreover, since the temperature harmony unit in this Embodiment 1 has the stable balance, the installation which relied on the surrounding member becomes unnecessary. Therefore, the temperature harmony unit in this Embodiment 1 does not need to prepare an attachment part according to the circumference | surroundings of a temperature harmony unit. That is, the attachment portion can be shared.

  In particular, the temperature conditioning unit according to the first embodiment generates air that blows in the radial direction of the impeller as the impeller rotates. The air blown out from the impeller is guided in a direction along the rotation axis of the impeller through the flow path. Therefore, since a spiral air flow is generated in the housing, it can be expected to obtain an air flow that flows uniformly in the housing.

  In addition, in the temperature harmony unit in this Embodiment 1, the method of fixing a centrifugal blower to a housing | casing can utilize screwing, welding, latching by a nail | claw part, etc.

  Furthermore, as described above, in the temperature conditioning unit according to the first embodiment, the centrifugal blower can reduce the installation height from the housing. Therefore, as shown in FIGS. 2, 3, and 4, in the temperature conditioning unit according to the first embodiment, the centrifugal blower can be fixed to the upper surface, the lower surface, or the inclined surface of the housing. That is, the temperature harmony unit in this Embodiment 1 has a high freedom degree at the time of attaching a centrifugal blower.

  By the way, in the temperature harmony unit in this Embodiment 1, the impeller can utilize the material containing either a metal or resin as a member which comprises an impeller. In addition, other materials may be used as long as they have the same function and effect, and are not particularly limited.

  Moreover, in the temperature harmony unit in this Embodiment 1, the material which contains either copper, copper alloy, aluminum, or aluminum alloy can be utilized for the material of the stator winding | coil which an electric motor contains. In addition, other materials may be used as long as they have the same function and effect, and are not particularly limited.

(Embodiment 2)
FIG. 6A is a schematic diagram showing a temperature conditioning unit according to Embodiment 2 of the present invention. 6B is an enlarged view of a main part of the temperature conditioning unit shown in FIG. 6A.

  In addition, about the structure similar to the temperature harmony unit in this Embodiment 1, the same code | symbol is attached | subjected and description is used.

  As shown in FIGS. 6A and 6B, the temperature conditioning unit according to the second embodiment of the present invention has the following configuration.

  In other words, the flow path 118a further includes a guide surface 120c positioned opposite to the inner wall surface 120a. The guide surface 120c has an inclined portion 120d that is inclined in the direction of the axis 112b from the portion close to the outer peripheral end portion 111b to the discharge hole 123.

  Alternatively, the impeller disc 512 has a guide portion 113 that is inclined toward the direction in which the discharge hole 123 is located in the outer peripheral portion 512 a of the impeller disc 512.

  Furthermore, it demonstrates in detail using drawing.

  As shown in FIG. 1A, the side wall 121 of the fan case 120 is formed in a substantially cylindrical shape centered on the rotation shaft 112a. In this shape, the direction of the air flow 301 discharged from the impeller 110 is greatly changed from the radial direction of the fan case 120 to the direction of the axis 112 b passing through the center of the fan case 120. Therefore, in the fan case 120, the air flow 301 collides from the curved portion 120b to the inner wall surface 120a. Therefore, collision loss and bending loss may occur in the air flow 301.

  Therefore, as shown in FIGS. 6A and 6B, the temperature conditioning unit 10a according to the second embodiment of the present invention discharges to the surface intersecting the rotating shaft 112a at the outer peripheral portion 512a of the impeller disk 512 included in the impeller 510. The guide portion 113 is inclined toward the hole 123 side.

  When the guide portion 113 is formed on the outer peripheral portion 512 a of the impeller disk 512, the air flow 301 discharged from the impeller 510 is discharged along the guide portion 113 in the direction along the axial center 112 b. Derived toward. That is, the air flow 301 discharged from the impeller 510 includes a flow along the inner wall surface 120 a of the fan case 120 and a flow along the guide portion 113. In other words, in the air flow 301 discharged from the impeller 510, the amount of collision with the inner wall surface 120a of the fan case 120 can be reduced. Therefore, the air flow 301 can reduce the collision loss caused between the fan case 120 and the inner wall surface 120a. In addition, since the air flow 301 is guided by the flow along the guide portion 113 and flows to the discharge hole 123, the direction of the airflow can be smoothly changed. Therefore, the air flow 301 can reduce bending loss.

  As a result, the air conditioning efficiency of the centrifugal blower 500 is improved in the temperature conditioning unit 10a in the second embodiment. Therefore, the energy-saving property is improved in the temperature harmony unit 10a in the second embodiment.

  As shown in FIGS. 6A and 6B, in the temperature conditioning unit 10a according to the second embodiment, the guide surface 120c positioned facing the inner wall surface 120a has a discharge hole 123 with respect to the surface intersecting the rotating shaft 112a. Tilt to the side. When the guide surface 120c is formed along the guide portion 113, the air flow 301 discharged from the impeller 510 is smoothly guided from the guide portion 113 to the discharge hole 123 through the guide surface 120c. Therefore, with this configuration, it is possible to further reduce the loss that has occurred in the air flow 301.

(Embodiment 3)
FIG. 7 is a graph showing efficiency characteristics regarding the impeller used in the temperature conditioning unit according to Embodiment 3 of the present invention and the impeller of the comparative example. FIG. 8 is a graph showing the relationship between the flow coefficient and the pressure coefficient characteristic regarding the impeller used in the temperature conditioning unit according to Embodiment 3 of the present invention and the impeller of the comparative example. FIG. 9A is an explanatory diagram showing a rotor blade shape of an impeller used in a temperature conditioning unit in a comparative example compared with the present invention. FIG. 9B is an explanatory diagram showing a rotor blade shape of an impeller used in the temperature conditioning unit according to Embodiment 3 of the present invention. 10A is an enlarged view of a main part of the moving blade shown in FIG. 9A. FIG. 10B is an enlarged view of a main part of the moving blade shown in FIG. 9B. FIG. 11 is a graph showing the relationship between the air volume and the wind pressure related to the impeller used in the temperature conditioning unit according to Embodiment 3 of the present invention and the impeller of the comparative example.

FIG. 12 is a schematic diagram showing a temperature conditioning unit according to Embodiment 3 of the present invention. FIG. 13 is a schematic diagram showing another temperature conditioning unit according to Embodiment 3 of the present invention. FIG. 14 is a schematic diagram showing still another temperature conditioning unit according to Embodiment 3 of the present invention.

  In addition, about the structure similar to the temperature harmony unit in this Embodiment 1, 2, the same code | symbol is attached | subjected and description is used.

  As shown in FIGS. 9B, 12, and 14, temperature conditioning units 600, 600 a, and 600 b in Embodiment 3 of the present invention have the following configuration.

  That is, as shown in FIG. 9B, in each of the plurality of moving blades 111, the inner peripheral end 111a is positioned forward of the outer peripheral end 111b in the direction in which the impeller 110 rotates.

  As shown in FIG. 12, when the fan case 120 is attached to the housing 300, the discharge hole 123 a is positioned inside the housing 300 from the surface 302 d obtained by extending the outer surface 302.

  Further, as shown in FIG. 14, when the fan case 120 is attached to the housing 300, the housing 300 flows at a portion facing the discharge holes 123a from the flow path 118 through the discharge holes 123a. An adjustment plate 320 for adjusting 301 is further provided.

  Furthermore, it demonstrates in detail using drawing.

  As shown in FIGS. 12 to 14, temperature conditioning units 600, 600 a, and 600 b according to Embodiment 3 of the present invention can be used for temperature conditioning of in-vehicle secondary battery 303. Hereinafter, the in-vehicle secondary battery may be simply referred to as a secondary battery.

  By the way, the secondary battery 303 is required to suppress a temperature rise due to high output. Moreover, the secondary battery 303 which is a vehicle-mounted component is required to reduce the installation area as much as possible. Therefore, the temperature harmony units 600, 600a, and 600b are required to store the secondary batteries 303 at a high density in the housing 300. If the mounting density of the secondary batteries 303 in the housing 300 is increased, it is necessary to increase the output of the centrifugal blower 100 in order to adjust the temperature of the secondary batteries 303.

  In the first embodiment, the advantage of not using the scroll casing has already been described. In the third embodiment, the effectiveness of the temperature conditioning units 600, 600a, and 600b in the third embodiment will be described through a comparison between a forward fan and a rear fan, which will be described later.

2. FIG. 7 shows the relationship between the specific speed n _S and the efficiency η as a dimensionless number for the forward fan and the rear fan constituting the impeller. The specific speed n _S is defined by the following equation (1).

ここで、（１）式において、Ｎは回転数である。Ｑは流量である。ｇは重力加速度である。Ｈは羽根のヘッドである。

Here, in the formula (1), N is the rotational speed. Q is a flow rate. g is a gravitational acceleration. H is a blade head.

  Generally, the forward fan has a large reduction rate of the relative speed between the moving blades, and has a high secondary flow loss. Thus, the forward fan is less efficient than the rear fan.

  Next, FIG. 8 shows the relationship between the flow coefficient and the pressure coefficient for the forward fan and the rear fan.

  As shown in FIG. 8, the forward fan has a higher work coefficient than the rear fan. However, when operating at a low flow rate, the forward-facing fan has an unstable region 410 in which the pressure coefficient changes in characteristic from lower right to upper right.

  On the other hand, the backward fan has a lower work coefficient than the forward fan. However, the backward fan does not have an unstable region in which the characteristics change like the forward fan. Therefore, since the backward fan can be used stably in the entire region, high output can be obtained by rotating at high speed.

  9A and 9B show the cross-sectional shapes of the moving blades in a plane perpendicular to the rotation axis 112a of the fan for the forward fan exemplified as a conventional example and the backward fan employed in Embodiment 3 of the present invention. 10A and 10B show a comparison of speed triangles at the blade outlets of the forward fan and the rear fan.

  As shown in FIGS. 9A and 10A, in the forward-facing fan, the moving blade 1111 has an arc shape in which the cross-sectional shape in the direction intersecting the rotation shaft 112a is concave toward the direction in which the impeller disk 1112 rotates. In the moving blade 1111, the inner peripheral end 1111 a located on the rotating shaft 112 a side is located behind the outer peripheral end 1111 b located on the counter rotating shaft side.

  When the forward fan is rotated, the outflow angle α1 of the air discharged from each rotor blade 1111 is an angle close to the tangential direction on the outer periphery of the impeller disk 1112. Therefore, when a forward-facing fan is used, the air flow has a small component in the radial direction of the impeller disk 1112, and thus it is difficult to reach the air flow far away.

  On the other hand, as shown in FIGS. 9B and 10B, in the backward fan, the moving blade 111 has an arc shape in which the cross-sectional shape in the direction intersecting the rotation shaft 112a is convex in the direction in which the impeller disk 112 rotates. In the moving blade 111, the inner peripheral end 111a located on the rotating shaft 112a side is located in front of the outer peripheral end 111b located on the counter rotating shaft side.

  When the rearward fan is rotated, the outflow angle α2 of the air discharged from each rotor blade 111 is an angle that is largely open from the tangential direction on the outer periphery of the impeller disk 112. Therefore, when the backward fan is used, the air flow has a large component in the radial direction of the impeller disk 112, so that the air flow can reach far.

  Further, as shown in FIG. 11, static pressure does not increase with a forward-facing fan only with the fan. Therefore, when a forward-facing fan is used, static pressure recovery by the fan case is realized by using a scroll casing.

On the other hand, as shown in FIG. 9B, in the backward fan, the length of the moving blade 111 is long in the radial direction of the impeller disk 112. Therefore, when the impeller 110 rotates, the flow velocity difference between the flowing air increases between the inner peripheral end 111 a that is the inlet of the moving blade 111 and the outer peripheral end 111 b that is the outlet of the moving blade 111. Therefore, as shown in FIG. 11, the backward fan can increase the static pressure by the fan itself. Therefore, if the temperature harmony unit 600 in this Embodiment 3 is used, an operating point will change from A to B with the mounting density of the secondary battery 303 accommodated in the housing | casing 300 becoming high.

  If this characteristic is used, the temperature conditioning unit 600 can be further downsized. That is, as shown in FIG. 12, in Embodiment 3, the impeller 110 attached to the temperature conditioning unit 600 enters the housing 300. That is, the discharge hole 123 a of the centrifugal blower 100 is located inside the housing 300 with respect to the surface 302 d obtained by extending the outer surface 302 of the housing 300. As described above, the backward fan that is the impeller 110 can supply a sufficient air flow into the housing 300.

  If it is this structure, there can exist the following effect. That is, the centrifugal blower 100 can be configured to be embedded in the housing 300. Therefore, the temperature conditioning unit 600 according to the third embodiment can reduce the height at which the fan case 120 protrudes from the housing 300. Therefore, the temperature conditioning unit 600 according to the third embodiment can save space by downsizing.

  In addition, the temperature conditioning unit 600 according to the third embodiment can guide the air flow 301 discharged from the impeller 110 directly into the housing 300. In other words, the amount of the air flow 301 discharged from the impeller 110 colliding with the inner wall surface 120a of the fan case 120 can be reduced. Therefore, the temperature conditioning unit 600 according to the third embodiment can reduce the collision loss or bending loss of the air flow 301 that has occurred on the inner wall surface 120a of the fan case 120. Therefore, the air conditioning efficiency in the centrifugal blower 100 is improved in the temperature conditioning unit 600 in the third embodiment. Therefore, the temperature harmony unit 600 in this Embodiment 3 improves energy saving property.

  Note that the flow velocity distribution formed by the air flow discharged from the impeller around the impeller varies depending on the specifications of the impeller and the operating point of the impeller. Therefore, in the temperature harmony unit in this Embodiment 3, the relationship between the depth which embeds a centrifugal blower in a housing | casing, and the loss reduction amount which can suppress the flow of the air discharged from an impeller cannot be derived uniquely. .

  A further application is shown in FIG. That is, as shown in FIG. 13, the centrifugal blower 100 is attached in the longitudinal direction of the housing 300 as an application example of another temperature conditioning unit 600 a in the third embodiment.

  With this configuration, the number of elements that obstruct the flow 301 of the air discharged from the impeller 110 is further reduced in the vicinity of the centrifugal fan 100. In addition, with this configuration, it is possible to further utilize the characteristic of the backward fan that the air flow 301 can be discharged far in the radial direction of the impeller disk 112. In FIG. 13, the radial direction of the impeller disk 112 is the left-right direction. Therefore, further improvement in the efficiency of the centrifugal fan 100 can be expected.

  As is clear from the above description, the temperature conditioning unit according to the third embodiment suppresses the use of the flow path formed by the fan case by utilizing the characteristics of the backward fan. The flow of air discharged from the rearward fan can be spread over a wide range only by the impeller. Therefore, the temperature conditioning unit according to the third embodiment can achieve air conditioning with higher efficiency and can be expected to save energy.

  By the way, as shown in FIG. 5, in the conventional vehicle-mounted air conditioner which is a comparative example, the duct was used in order to diffuse the flow of the biased air discharged from the centrifugal blower. The wind circuit in which the duct was formed had a complicated shape.

  Here, as shown in FIG. 14, the adjustment plate 320 is also added to the temperature conditioning unit 600b according to Embodiment 3 of the present invention. For convenience of explanation, in FIG. 14, the vertical direction of the drawing is the vertical direction of the housing 300. Similarly, in FIG. 14, the left-right direction is the left-right direction of the housing 300.

  In the temperature adjustment unit 600b according to the third embodiment, the adjustment plate 320 is attached to a position where the adjustment plate 320 is gradually raised from the center of the centrifugal blower 100 to both ends in the longitudinal direction of the casing 300. As in this configuration, the air flow 301 can be arbitrarily adjusted by attaching the adjustment plate 320 in the housing 300.

  In the above description, the temperature conditioning unit is a temperature conditioning device for an in-vehicle secondary battery. The vehicle in this case may be a hybrid car or an electric car. In addition, the temperature conditioning unit in the third embodiment may be a power conversion device as a temperature-controlled member. In particular, a power conversion device that is a temperature-harmonized member includes a vehicle-mounted power conversion device. Further, the other power conversion device can be applied to an engine control unit, an inverter device, or temperature adjustment of an electric motor.

(Embodiment 4)
FIG. 15A is a perspective view showing an impeller and a diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 15B is a front perspective view showing a diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 15C is a rear perspective view showing the diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 15D is an explanatory diagram showing a location where pressure fluctuation is measured for the diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention. FIG. 15E is a characteristic diagram showing the results of measuring pressure fluctuations for the diffuser used in the temperature conditioning unit according to Embodiment 4 of the present invention.

  In addition, about the structure similar to the temperature harmony unit in this Embodiment 1-3, the same code | symbol is attached | subjected and description is used.

  As shown in FIGS. 15A to 15C, the following impeller and diffuser can be used in the temperature conditioning unit according to Embodiment 4 of the present invention.

  That is, the impeller 710 further includes a plurality of stationary blades 117. The plurality of stationary blades 117 project forward from the outer peripheral portion of the impeller disk in the direction in which the impeller 710 rotates.

  Alternatively, a diffuser 115 having a diffuser plate 116 and a plurality of stationary blades 117 is further attached to the impeller 710a. The diffuser plate 116 is positioned in parallel with the impeller disk. The plurality of stationary blades 117 extend in a direction along the rotation axis (112a) on the surface of the diffuser plate 116 located on the side of the intake hole. The plurality of stationary blades 117 protrude forward from the outer peripheral portion of the impeller disk in the direction in which the impeller 710a rotates.

  In particular, the following forms exhibit remarkable effects.

That is, the number of the moving blades (111) is Zf. The number of the plurality of stationary blades 117 is Zd
And Let F be the divisor of the number Zf. Let the natural number be n.

  At this time, the temperature conditioning unit satisfies the relationship of Zd ≠ n × F.

  In another embodiment, the number of moving blades (111) is Zf.

  The number of the plurality of stationary blades 117 is Zd. Let m and n be natural numbers. Let P be the number of poles included in the motor. Let S be the number of slots included in the motor. Let C be the least common multiple of the number of poles P and the number of slots S. Let D be the divisor of the least common multiple C.

  At this time, the temperature harmony unit satisfies the relationship m × Zf ≠ n × P, m × Zf ≠ n × S, and Zf ≠ n × D.

  In another embodiment, the number of moving blades (111) is Zf.

  The number of the plurality of stationary blades 117 is Zd. Let F be the divisor of the number Zf. Let m and n be natural numbers. Let P be the number of poles included in the motor. Let S be the number of slots included in the motor. Let C be the least common multiple of the number of poles P and the number of slots S. Let D be the divisor of the least common multiple C.

  At this time, the temperature harmony unit satisfies the relationship of m × Zf ≠ n × P, m × Zf ≠ n × S, Zf ≠ n × D, and Zd ≠ n × F.

  The diffuser 115 includes either metal or resin as a member constituting the diffuser 115.

  Furthermore, it demonstrates in detail using drawing.

  The temperature conditioning unit according to the fourth embodiment of the present invention has a configuration that further includes a diffuser with respect to the configuration described in the first to third embodiments.

  The diffuser is located between the impeller and an electric motor that is a rotational drive source. As shown in FIG. 15A, the diffuser 115 includes a diffuser plate 116 and a plurality of stationary blades 117. The diffuser plate 116 is formed on a surface that extends in a direction intersecting the shaft (210) included in the electric motor (200). The diffuser plate 116 has a substantially disk shape. The plurality of stationary blades 117 are formed on the surface of the diffuser plate 116 on the side where the intake holes (122) are located. The plurality of stationary blades 117 rectifies centrifugal air, which is a flow of air discharged from the impeller 110.

  The diffuser 115 has the following effects. The diffuser 115 decelerates the centrifugal air discharged from the impeller 710 between the blades of the plurality of stationary blades 117. At the same time, the diffuser 115 increases the pressure of the centrifugal air discharged from the impeller 710. Therefore, the pressure of the centrifugal air discharged from the centrifugal fan having the diffuser 115 is increased.

  FIG. 15A shows a state where the above-described diffuser 115 is added to the impeller 710. FIG. 15B shows a state in which the above-described diffuser 115 is viewed from an oblique front direction. Similarly, FIG. 15C shows a state in which the above-described diffuser 115 is viewed from the rear oblique direction.

By the way, when the centrifugal wind discharged from the impellers 710 and 710a is rectified using the plurality of stationary blades 117 included in the diffuser 115, noise is generated. This noise is impeller 7
This is caused by turbulent flow or the like generated between the plurality of moving blades 111 included in 10, 710a and the plurality of stationary blades 117 included in the diffuser 115. This noise is also called BPF noise (Blade Passing Frequency Noise), blade passing frequency noise, or discrete frequency noise. This noise is referred to as BPF noise in the following description.

  Therefore, the temperature conditioning unit in the fourth embodiment employs a configuration example to be described later in order to reduce this noise.

(Configuration example 1)
The number of the plurality of moving blades (111) included in the impellers 710 and 710a is assumed to be Zf. The number of the plurality of stationary blades 117 included in the diffuser 115 is assumed to be Zd. F is a divisor of the number Zf of the plurality of blades (111) included in the impellers 710 and 710a. Let the natural number be n.

  At this time, the temperature harmony unit in this Embodiment 4 is the structure which satisfy | fills the relationship of Zd <> n * F.

  With this configuration, the occurrence of BPF noise can be suppressed.

  By the way, when the rotation speed of the impellers 710 and 710a is N [r / min], the frequency Fn of the BPF noise is Fn = N / 60 × Zf.

(Configuration example 2)
The number of the plurality of moving blades (111) included in the impellers 710 and 710a is assumed to be Zf. The number of the plurality of stationary blades 117 included in the diffuser 115 is assumed to be Zd. Let m and n be natural numbers. Let P be the number of poles included in the motor. Let S be the number of slots included in the motor. Let C be the least common multiple of the number of poles P included in the motor and the number of slots S included in the motor. The least common multiple C represents the order of cogging torque included in the electric motor. Let D be the divisor of the least common multiple C.

  At this time, the temperature harmony unit in this Embodiment 4 is the structure which satisfy | fills the relationship of m * Zf <> n * P, m * Zf <> n * S, and Zf <> n * D.

  With this configuration, the occurrence of BPF noise can be suppressed.

  By the way, the frequency Fc of noise caused by the cogging torque included in the electric motor is Fc = N / 60 × L [Hz] when the rotation speed of the impeller is N [r / min].

  Note that the noise caused by the cogging torque included in the electric motor can also be referred to as vibration caused by the cogging torque included in the electric motor.

(Configuration example 3)
The configuration example 3 satisfies the configuration example 1 and the configuration example 2 described above. In other words, the temperature harmony unit in the fourth embodiment is configured to satisfy the relationships m × Zf ≠ n × P, m × Zf ≠ n × S, Zf ≠ n × D, and Zd ≠ n × F.

3. Verification of Comparative Example Hereinafter, verification of a specific comparative example will be described.

  In general, the number of poles P included in the electric motor is a multiple of two. In the case of a three-phase motor, the number of slots S included in the motor is a multiple of three. Therefore, the number Zf of the plurality of moving blades included in the impeller is preferably a prime number.

  This is because the number Zf of the plurality of moving blades included in the impeller is a multiple of the pole number P included in the motor or a divisor of the pole number P, or a multiple of the slot number S included in the motor or the number of slots. When they are divisors of S, each other becomes an excitation force. Therefore, in the electric motor and the impeller, mutual vibrations are excited, resulting in an increase in noise.

  Moreover, when manufacturing an electric motor, distortion may arise in the components which comprise an electric motor by a certain factor. In such a case, assuming that the divisor of the order C of the cogging torque is D, vibration having a frequency D times the rotational speed of the motor may occur.

  There are the following countermeasures. That is, D is a divisor of the least common multiple C of the number of poles P included in the electric motor and the number of slots S included in the electric motor. At this time, in the temperature conditioning unit, the divisor D is not matched with the number of the plurality of moving blades included in the impeller. With this configuration, the temperature conditioning unit can suppress an increase in vibration and noise.

  Note that an impeller having an output of several tens of watts is often used for an on-vehicle temperature conditioning unit. Therefore, in the on-vehicle temperature conditioning unit, the plurality of moving blades of the impeller are often formed in a range of about 7 to 15 blades. The reason is due to the balance between the rectifying effect due to the flow between the blades using the diffuser and the friction loss generated on the surface of the stationary blade constituting the diffuser.

  Here, a specific example is shown. The specification of the specific example is as follows. That is, the number of poles P included in the electric motor is 10. The number of slots S included in the electric motor is twelve. The impeller has 11 blades. At this time, the number of the plurality of stationary blades included in the diffuser was changed for comparison. In the prepared diffuser, the number of the plurality of stationary blades is 21, 22, and 23.

  In this comparison, the state of pressure fluctuation at the leading edge portion of the plurality of stationary blades included in the diffuser was calculated by fluid analysis. The target front edge is given a circle in FIG. 15D. FIG. 15E shows the result of FFT analysis of pressure fluctuation.

  As illustrated in FIG. 15E, when the number of the plurality of stationary blades included in the diffuser is 22, the pressure fluctuation is the largest. This number of 22 is an integer multiple of the number of blades of the impeller.

  In addition, it was possible to obtain better results when the number of the plurality of stationary blades included in the diffuser was 21 than when the number was 23. Note that the pressure fluctuation shown here causes BPF noise.

  Here, when the number of blades of the impeller is 11, the 11th order of the rotation frequency generated by the rotation of the impeller is defined as a fundamental harmonic. In other words, the fundamental harmonic is the 11th order of the rotation frequency generated by the rotation of the impeller, and is 11 times that is a multiple of the number of blades of the impeller. The fundamental harmonic is denoted by Nz. That is, the 22nd order of the rotation frequency generated by the rotation of the impeller is 2Nz which means the second harmonic.

  Nz can be calculated by the following equation.

Nz = rotational frequency N (Hz) × number of blades of impeller z
Here, the unit (Hz) indicating the rotation frequency N is also expressed as “rps” indicating the number of rotations per second. Further, the number z of moving blades of the impeller is a dimensionless number without a unit.

  From the results of the FFT analysis described above, a significant difference was observed in the pressure fluctuation between the magnitude of the Nz amplitude, which is the 11th order of the rotational frequency, and the magnitude of the 2Nz amplitude, which is the 22nd order of the rotational frequency.

  Further, the temperature conditioning unit may increase the order of the cogging torque by setting the number of poles P included in the electric motor to a large number. However, increasing the order of the cogging torque by setting the number of poles P included in the motor to a large number increases the ratio of the leakage flux between the poles to the main magnetic flux of the motor. Therefore, the amount of effective magnetic flux that can be used by the electric motor is reduced, resulting in a reduction in the efficiency of the electric motor.

  Therefore, in the above-described specific example, in consideration of improving the efficiency of the electric motor and increasing the order of the cogging torque, the 10 poles so that the least common multiple with the number of moving blades of the impeller is increased. A 12-slot motor was selected.

(Embodiment 5)
FIG. 16 is a system configuration diagram showing an outline of the temperature conditioning system according to Embodiment 5 of the present invention. FIG. 17 is a system configuration diagram showing another outline of the temperature conditioning system according to Embodiment 5 of the present invention. FIG. 18 is a system configuration diagram showing still another outline of the temperature conditioning system according to Embodiment 5 of the present invention.

  FIG. 19 is a schematic diagram showing an outline of the vehicle in the fifth embodiment of the present invention. FIG. 20 is a schematic diagram showing another outline of the vehicle in the fifth embodiment of the present invention.

  In addition, about the structure similar to the temperature harmony unit in this Embodiment 1-4, the same code | symbol is attached | subjected and description is used.

  As shown in FIGS. 16 to 18, the temperature conditioning system according to Embodiment 5 of the present invention has the following configuration.

  That is, as shown in FIG. 16, the temperature conditioning system 20 according to Embodiment 5 of the present invention includes a first temperature conditioning unit 711a, a second temperature conditioning unit 711b, and a plurality of ducts 700, 700a, 700b, 700 c and 700 d, a switching unit 701, a rotation speed control unit 702, and a control unit 703.

  As the first temperature conditioning unit 711a and the second temperature conditioning unit 711b, the temperature conditioning unit described in the first to fourth embodiments can be used. FIG. 16 shows the temperature conditioning unit described in the first embodiment with reference to FIG.

  Ducts 700b and 700c, which are a part of the plurality of ducts, connect the exhaust hole 125a included in the first temperature adjustment unit 711a and the intake hole 122b included in the second temperature adjustment unit 711b.

  Alternatively, the ducts 700 and 700a which are a part of the plurality of ducts connect the intake hole 122a included in the first temperature adjustment unit 711a and the exhaust hole 125b included in the second temperature adjustment unit 711b.

  The switching unit 701 switches the state where the plurality of ducts 700, 700a, and 700d are connected.

  The rotation speed control unit 702 controls at least one of the rotation speed of the electric motor 200a included in the first temperature adjustment unit 711a and the rotation speed of the electric motor 200b included in the second temperature adjustment unit 711b.

  The control unit 703 controls the switching unit 701 and the rotation speed control unit 702. The control unit 703 controls a flow path of air flowing through the plurality of ducts 700, 700a, 700b, 700c, and 700d or an air volume of the air.

  As shown in FIG. 17, the temperature conditioning system 20a according to the fifth embodiment of the present invention includes a first temperature conditioning unit 720a, a second temperature conditioning unit 720b, and a plurality of ducts 700, 700e, 700f. , A switching unit 701, a rotation speed control unit 702, and a control unit 703.

  As the first temperature conditioning unit 720a and the second temperature conditioning unit 720b, the temperature conditioning unit described in the first to fourth embodiments can be used. FIG. 17 shows the temperature conditioning unit described in Embodiment 2 with reference to FIG. 6A.

  Ducts 700 and 700e, which are a part of the plurality of ducts, connect the intake hole 122a included in the first temperature adjustment unit 720a and the intake hole 122b included in the second temperature adjustment unit 720b.

  Alternatively, the plurality of ducts may connect the exhaust hole 125a included in the first temperature adjustment unit 720a and the exhaust hole 125b included in the second temperature adjustment unit 720b.

  The switching unit 701 switches the state where the plurality of ducts 700, 700e, and 700f are connected.

  The rotation speed control unit 702 controls at least one of the rotation speed of the electric motor 200a included in the first temperature adjustment unit 720a and the rotation speed of the electric motor 200b included in the second temperature adjustment unit 720b.

  The control unit 703 controls the switching unit 701 and the rotation speed control unit 702. The control unit 703 controls a flow path of air flowing through the plurality of ducts 700, 700e, and 700f or an air volume of air.

  Alternatively, as shown in FIG. 18, the temperature conditioning system 20b according to the fifth embodiment of the present invention is switched between the temperature conditioning unit 10a, the first ducts 730, 730a, and 730b, and the second ducts 730c and 730d. Units 701a and 701b, a rotation speed control unit 702, and a control unit 703.

  As the temperature conditioning unit 10a, the temperature conditioning unit described in the first to fourth embodiments can be used. FIG. 18 shows the temperature conditioning unit described with reference to FIG. 6A in the second embodiment.

  The first ducts 730, 730a, and 730b allow air to flow without passing through the temperature conditioning unit 10a.

  The second duct 730c allows the air supplied to the temperature conditioning unit 10a to flow. Or the 2nd duct 730d flows the air discharged from the temperature harmony unit 10a.

  The switching units 701a and 701b are connected to the first ducts 730, 730a and 730b and the second ducts 730c and 730d. The switching units 701a and 701b switch the air flow.

  The rotation speed control unit 702 controls at least the rotation speed of the electric motor 200 included in the temperature harmony unit 10a.

  The control unit 703 controls the switching units 701a and 701b and the rotation speed control unit 702. The control unit 703 controls the flow path of air flowing through the first ducts 730, 730a, and 730b and the second ducts 730c and 730d or the air volume of the air.

  As shown in FIG. 19, the vehicle 30 according to the fifth embodiment of the present invention includes a power source 800, drive wheels 801, a travel control unit 802, and a temperature conditioning system 803.

  The drive wheel 801 is driven by the power supplied from the power source 800. The travel control unit 802 controls the power source 800. As the temperature conditioning system 803, the above-described temperature conditioning systems 20, 20a, and 20b can be used.

  As shown in FIG. 20, vehicle 30a according to the fifth embodiment of the present invention includes a power source 800, drive wheels 801, a travel control unit 802, and a temperature conditioning unit 804.

  The drive wheel 801 is driven by the power supplied from the power source 800. The travel control unit 802 controls the power source 800. As the temperature conditioning unit 804, each temperature conditioning unit described in the first to fourth embodiments can be used.

  Further details will be described with reference to the drawings.

  As shown in FIG. 19, a temperature conditioning system 803 in each embodiment of the present invention is mounted on a vehicle 30. When the temperature conditioning system 803 is mounted on the vehicle 30, if the following configuration is adopted, the temperature-controlled member can be effectively cooled and heated.

  That is, the temperature conditioning system 803 according to the fifth embodiment can use a plurality of temperature conditioning units according to the respective embodiments of the present invention described above. The temperature adjustment system 803 includes a plurality of ducts that connect the intake holes and the vent holes of each temperature adjustment unit. The temperature conditioning system 803 includes a switching unit that switches an amount of airflow flowing in the duct and a path for flowing the airflow.

  For example, when the temperature on the intake side is lower than room temperature, a plurality of temperature conditioning units are connected by a duct. If it is this structure, a temperature-controlled member can be temperature-tuned efficiently.

  Further, the temperature conditioning system 803 according to the fifth embodiment has a plurality of ducts connected to the intake holes and the vent holes of the temperature conditioning unit. The temperature harmony system in this Embodiment 5 is provided with the switching part which switches the quantity of the airflow which flows through the inside of a duct, and the path | route for flowing an airflow.

  For example, a plurality of ducts are connected to the intake holes and the vent holes of the temperature conditioning unit in the present embodiment.

The duct has one end connected to the outside of the vehicle and the other end connected to the switching unit. The duct has one end connected to the switching unit and the other end connected to the switching unit. In addition, one end of the duct is connected to the switching unit, and the other end is connected to an air intake hole of the temperature conditioning unit. One end of the duct is connected to the exhaust hole of the temperature conditioning unit, and the other end is connected to the switching unit.

  In this configuration, when the outside air temperature of the vehicle 30 is within a predetermined range, air outside the vehicle can be directly taken into the vehicle 30 via the duct. Further, when the outside air temperature of the vehicle 30 is outside the predetermined range, air outside the vehicle can be taken into the vehicle 30 via the duct and the temperature conditioning unit.

  That is, the temperature conditioning system according to Embodiment 5 can switch the air to be provided to the temperature-controlled member according to the outside air temperature of the vehicle. Therefore, the temperature harmony system in this Embodiment 5 can implement | achieve the temperature harmony of a to-be-temperature-matched member, implement | achieving efficient and energy saving.

  Note that, in the temperature conditioning system described above, the threshold value of the external temperature of the vehicle for switching the duct may be appropriately set according to the purpose. In the temperature conditioning system described above, the intake of air outside the vehicle for switching the duct can be switched by atmospheric pressure instead of the temperature outside the vehicle.

  Moreover, the description shown in FIG. 20 can be used by replacing the temperature conditioning system 803 of the configuration shown in FIG. 19 with the temperature conditioning unit 804.

  The temperature conditioning unit, the temperature conditioning system, and the vehicle on which these are mounted according to the present invention can achieve temperature adjustment of a battery mounted on the vehicle while achieving downsizing, higher output, and higher efficiency.

  Further, the temperature conditioning unit, the temperature conditioning system, and the vehicle equipped with these according to the present invention do not cause excessive vibration or noise when temperature-harmonizing the temperature-controlled member.

10, 10a, 600, 600a, 600b, 804, 1010 Temperature conditioning unit 20, 20a, 20b, 803 Temperature conditioning system 30, 30a Vehicle 100, 500, 1100 Centrifugal blower 110, 510, 710, 710a Impeller 111, 1111 111a, 1111a inner end portion 111b, 1111b outer end portion 111c counter impeller disk side end 111d opening 112,512,1112 impeller disc 112a, 1112a rotary shaft 112b axial 113 guide 114 shroud 114a, 114b opening Part 114c Side surface 115 Diffuser 116 Diffuser plate 117 Stator vane 118, 118a Flow path 120 Fan case 120a Inner wall surface 120b Curved part 120c Guide surface 120d Inclined part 12 0e Proximity portion 120f Extension line 121, 1121 Side wall 122, 122a, 122b Intake hole 123, 123a, 1123 Discharge hole 123b Edge 125, 125a, 125b Exhaust hole 200, 200a, 200b Motor 210 Shaft 300, 310 Housing 301 Air Flow 302 External surface 302a Upper surface 302b Lower surface 302c Inclined surface 302d Surface obtained by extending outer surface 302 303 Secondary battery (temperature-controlled member, vehicle-mounted secondary battery)
320 Adjustment plate 400 Forward fan 410 Unstable area 512a Outer peripheral part 700, 700a, 700b, 700c, 700d, 700e, 700f, 1311
Duct 701, 701a, 701b Switching unit 702 Rotational speed control unit 703 Control unit 711a, 720a First temperature conditioning unit 711b, 720b Second temperature conditioning unit 730, 730a, 730b First duct 730c, 730d Second duct 800 Power source 801 Drive wheel 802 Travel control unit 1120 Scroll casing 1121a Outer peripheral surface 1124 Mounting unit 1310 Rectification mechanism

Claims (26)

An impeller disk having a surface that includes a rotation axis in the center and extends in a direction intersecting the rotation axis;
The cross-sectional shape extending in the direction along the rotation axis and intersecting the rotation axis is an arc shape that protrudes toward the direction in which the impeller disk rotates, and is located on the rotation axis side. An impeller having a plurality of rotor blades, including a peripheral end and an outer peripheral end located on the side opposite to the rotational shaft with respect to the rotational shaft;
An electric motor including a shaft and transmitting rotational motion to the rotating shaft via the shaft;
A fan case including a side wall configured to cover the impeller and extending in the direction of the axis (112b) of the rotating shaft, and an air intake hole positioned in the direction of the axis (112b) of the rotating shaft;
A discharge hole located on the opposite side of the intake hole,
Further, when the impeller is rotated by the rotational motion transmitted from the electric motor, the fan case sucks air from the intake hole and passes through the outer peripheral end from the inner peripheral end to the side wall. A flow path leading to the discharge hole along
Furthermore, a temperature conditioning unit comprising: a housing that includes an outer surface to which the fan case is attached, and that houses a temperature-controlled member inside the outer surface. The temperature adjustment unit according to claim 1, wherein the casing further includes an exhaust hole for discharging the air introduced into the casing to the outside of the casing. The fan case further includes an inner wall surface that constitutes a part of the flow path and faces the impeller.
The inner wall surface is curved so that an extension line of a line connecting a portion adjacent to the outer peripheral end and an edge of the discharge hole intersects the shaft center at an acute angle on a surface including the shaft center. The temperature harmony unit according to claim 1 which has a curving part. The flow path further includes a guide surface located facing the inner wall surface,
2. The temperature conditioning unit according to claim 1, wherein the guide surface includes an inclined portion that is inclined in the axial direction from a portion close to the outer peripheral end portion to the discharge hole. 2. The temperature conditioning unit according to claim 1, wherein the impeller disk has a guide portion that is inclined toward a direction in which the discharge hole is located at an outer peripheral portion of the impeller disk. The impeller further includes a shroud that is located on a side opposite to the impeller disk with respect to the plurality of moving blades, and is connected to an end portion on an anti-impeller disk side included in each of the plurality of moving blades,
The shroud is formed with an opening at a position facing the intake hole,
2. The temperature conditioning unit according to claim 1, wherein a distance between the shroud and the impeller disk in the direction along the rotation axis is shorter on the outer peripheral side end side than on the inner peripheral side end side. . 2. The temperature conditioning unit according to claim 1, wherein each of the plurality of moving blades has the inner peripheral end positioned forward of the outer peripheral end in a direction in which the impeller rotates. In the configuration in which the fan case is attached to the casing, the casing further includes an adjustment plate that adjusts the flow of the air blown out from the flow path through the discharge hole at a portion facing the discharge hole. The temperature harmony unit according to claim 1 which has. 2. The temperature conditioning unit according to claim 1, wherein in the configuration in which the fan case is attached to the housing, the discharge hole is located on a surface obtained by extending the outer surface. In the structure which attaches the said fan case to the said housing | casing, the said discharge hole is a temperature conditioning unit of Claim 1 located inside the said housing | casing rather than on the surface which extended the said outer surface. The temperature adjustment unit according to claim 1, wherein the impeller further includes a plurality of stationary blades protruding forward from an outer peripheral portion of the impeller disk in a direction in which the impeller rotates. The impeller includes
A diffuser plate positioned parallel to the impeller disk;
A plurality of stationary blades extending in a direction along the rotation axis on a surface located on the side of the intake hole included in the diffuser plate;
A structure for further attaching a diffuser having
The temperature conditioning unit according to claim 1, wherein the plurality of stationary blades protrude forward from an outer peripheral portion of the impeller disk in a direction in which the impeller rotates. The number of the plurality of moving blades is Zf,
The number of the plurality of stationary blades is Zd,
F is a divisor of the number Zf.
When the natural number is n,
The temperature harmony unit according to claim 11 or 12 satisfying a relation of Zd ≠ nxF. The number of the plurality of moving blades is Zf,
The number of the plurality of stationary blades is Zd,
Let m and n be natural numbers,
The number of poles included in the motor is P,
The number of slots included in the motor is S,
The least common multiple of the number of poles P and the number of slots S is C,
When the divisor of the least common multiple C is D,
The temperature conditioning unit according to any one of claims 11 and 12, which satisfies a relationship of m × Zf ≠ n × P, m × Zf ≠ n × S, and Zf ≠ n × D. The number of the plurality of moving blades is Zf,
The number of the plurality of stationary blades is Zd,
F is a divisor of the number Zf.
Let m and n be natural numbers,
The number of poles included in the motor is P,
The number of slots included in the motor is S,
The least common multiple of the number of poles P and the number of slots S is C,
When the divisor of the least common multiple C is D,
The temperature conditioning unit according to any one of claims 11 and 12, which satisfies a relationship of m × Zf ≠ n × P, m × Zf ≠ n × S, Zf ≠ n × D, and Zd ≠ n × F. The temperature conditioning unit according to claim 1, wherein the temperature-controlled member is a secondary battery. The temperature conditioning unit according to claim 1, wherein the temperature-controlled member is an in-vehicle secondary battery. The temperature conditioning unit according to claim 1, wherein the temperature-controlled member is a power converter. The temperature conditioning unit according to claim 1, wherein the temperature-controlled member is an in-vehicle power converter. The temperature conditioning unit according to claim 1, wherein a material of the stator winding included in the electric motor includes one of copper, a copper alloy, aluminum, and an aluminum alloy. The temperature adjustment unit according to claim 1, wherein the impeller includes a metal or a resin as a member constituting the impeller. The temperature harmony unit according to claim 12 in which said diffuser contains either metal or resin as a member which constitutes said diffuser. Two temperature conditioning units according to claim 2 are provided,
Of each of the temperature conditioning units, one of them is a first temperature conditioning unit, and the other is a second temperature conditioning unit,
A plurality of ducts connecting the exhaust holes or the intake holes of the first temperature conditioning unit and the intake holes or the exhaust holes of the second temperature conditioning unit; A switching unit for switching the state where the duct is connected;
A rotational speed control unit that controls at least one of the rotational speed of the electric motor of the first temperature conditioning unit or the rotational speed of the electric motor of the second temperature conditioning unit;
A control unit that controls the switching unit and the rotation speed control unit to control a flow path of air flowing in the plurality of ducts or an air volume of the air;
A temperature conditioning system comprising. A temperature conditioning unit according to claim 2;
A first duct for flowing air without going through the temperature conditioning unit;
Flowing the air supplied to the temperature conditioning unit, or flowing the air discharged from the temperature conditioning unit, a second duct;
A switching unit to which the first duct and the second duct are connected to switch the flow of the air;
At least a rotation speed control unit that controls the rotation speed of the electric motor included in the temperature conditioning unit;
A control unit that controls the switching unit and the rotation speed control unit to control a flow path of air flowing in the plurality of ducts or an air volume of the air;
A temperature conditioning system comprising. Power source,
Driving wheels driven by power supplied from the power source;
A travel control unit for controlling the power source;
A vehicle comprising: the temperature conditioning system according to any one of claims 23 and 24. Power source,
Driving wheels driven by power supplied from the power source;
A travel control unit for controlling the power source;
A vehicle provided with the temperature harmonization unit according to any one of claims 1 and 2.

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